CN108699986B - Method for controlling combustion of a heat engine by means of an immediate load reduction - Google Patents
Method for controlling combustion of a heat engine by means of an immediate load reduction Download PDFInfo
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- CN108699986B CN108699986B CN201780012965.4A CN201780012965A CN108699986B CN 108699986 B CN108699986 B CN 108699986B CN 201780012965 A CN201780012965 A CN 201780012965A CN 108699986 B CN108699986 B CN 108699986B
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
- F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
- F02D35/027—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions using knock sensors
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1497—With detection of the mechanical response of the engine
- F02D41/1498—With detection of the mechanical response of the engine measuring engine roughness
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
- F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
- F02D41/2409—Addressing techniques specially adapted therefor
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2250/00—Engine control related to specific problems or objectives
- F02D2250/18—Control of the engine output torque
- F02D2250/26—Control of the engine output torque by applying a torque limit
Abstract
The invention mainly relates to a method of controlling the combustion of a heat engine, characterized in that it comprises: -a step of detecting abnormal combustion of vibrations, called "impacts", generated in the cylinder, the frequency of said vibrations being comprised between 600Hz and 1200Hz, -a step of calculating a load limit in a speed/load plan, in particular according to an equiprobable curve (C1) of the occurrence of impacts after said detection, and-a step of applying said load limit so as to operate said heat engine at an operating point in the speed/load plan that minimizes the risk of the occurrence of impacts.
Description
Technical Field
The invention relates to a method for controlling the combustion of a heat engine by means of an immediate load reduction. The invention has particular, but not exclusive, application in the field of motor vehicles equipped with a heat engine of the gasoline type.
Background
The anti-pollution standards and the desire to reduce the consumption of heat engines have led motor vehicle manufacturers to produce low cylinder volume heat engines with a reduced number of cylinders (the so-called "downsizing" trend in english). Furthermore, in order to maintain a performance level equal to an engine with a larger cylinder volume, the engine should be operated at an operating point with a high air-filling rate in the cylinder.
This facilitates the occurrence of abnormal combustion for which the air/fuel mixture is ignited at a position different from that triggered by the commanded spark plug. The mixture may be ignited before the spark plug sparks (known in english as a "booming") or after the spark plug sparks (known in english as a delayed "booming"). Furthermore, this type of abnormal combustion has the ability to be self-sustaining, that is, in the event of "booming" on the cylinder during an engine cycle, there is a risk that the same phenomenon will be seen in subsequent cycles.
The "booming" generates, in the following description, vibrations called "bumps" (which are associated with dull noise in the combustion chamber that is inconvenient for the driver and has a high risk of engine damage. The frequency of these vibrations is between 600Hz and 1200 Hz. These vibrations are transmitted from the combustion chamber up to the connecting rod and crankshaft (unlike knocking, whose vibrations between 5000Hz and 15000Hz stay only in the combustion chamber). "boom" is caused by pressure increases in the combustion chamber and premature or multiple hot-spot ignition in the combustion chamber.
Corrective treatments exist to eliminate "rumbling" phenomena in the presence of "rumbling".
The method consists in detecting abnormal combustion by means of an accelerometer placed on the engine block and then cutting off the injection on the relevant cylinder to eliminate the "booming". In the case where "rumble" is still present, the method applies load limiting to the driving cycle throughout the engine field.
The load limitation on the driving cycle (or "driving cycle" in english) achieved in a series of one or more successive scrolls without resetting the engine computer is a load limitation whose purpose is to eliminate the phenomenon of "booming" caused by reversible causes (for example in the case of combustion chamber fouling) or irreversible causes (for example in the case of engine compartment parts damage). The load limit is based on a slow dynamic (minutes or even multiple rolling) "rumble" hit counter and is calculated by a map calibrated according to the number of jet breaks achieved.
However, the load limitation achieved in the driving cycle has several disadvantages. In particular, since the load limit is based on a slow dynamic "rumble" hit counter, its action is not immediate. Furthermore, the load limit level is a function of the number of jet interruptions, but this does not always represent the number of "rumble" hits experienced. Therefore, the level of restriction is not necessarily reasonable. Furthermore, despite sensory issues (bumps, noise) presented to the driver, these load limitations have reduced effectiveness with the first corrective action (jet break) effectively eliminating "rumble" by intervening due to the second "rumble" corrective action.
Disclosure of Invention
The present invention aims to effectively overcome these drawbacks by providing a method of controlling the combustion of a heat engine, characterized in that it comprises:
a step of detecting abnormal combustion generating vibrations in the cylinder, called "knock", with a frequency comprised between 600Hz and 1200Hz,
-a step of calculating the load limit in the speed/load plan, in particular from an equiprobable curve of the occurrence of an impact after detection, calibrated so that the probability of the occurrence of an impact is zero or very close to zero, and
-applying a load limitation step to operate the heat engine at an operating point in the speed/load plan that minimizes the risk of impact.
Thus, in the range where the invention is implemented from the first "booming" impact and a load limiting level corresponding to what is just needed is applied to eliminate the "booming" phenomenon without interrupting the injection, the invention allows abnormal combustion in the engine to be quickly eliminated without impairing the driving pleasure. In addition, the invention has the advantage of being cheap, as it can be integrated in the engine computer by software development without adding extra components.
According to an embodiment:
-performing the step of calculating a load limit when a first impact occurs, and
-after detecting N impacts, implementing the step of applying load limits according to the translation of the equiprobable curve with respect to the rotation speed/load point corresponding to the first impact detected.
According to an embodiment, the step of calculating the load limit comprises:
-a step of calculating a base load limit from an equiprobable curve of the occurrence of impacts translated with respect to the rotation speed/load point at which the first impact occurs,
-a step of calculating a minimum load reduction that can be implemented,
-a step of calculating the maximum load reduction that can be implemented,
-a step of calculating a minimum allowable load, and
-a step of deciding between the minimum allowable load and the minimum and maximum load reductions calculated previously.
According to an embodiment, the step of calculating the enforceable minimum load reduction forces the load limit to be smaller than the load achieved when the load limit is requested to be applied.
According to an embodiment, the step of calculating the maximum load reduction that can be implemented consists in determining the maximum amount of variation of the load reduction that cannot be exceeded when requesting the application of the load limit for comfort reasons.
According to an embodiment, the step of calculating the minimum allowable load consists in introducing a torque threshold value that is unlikely to drop below it. This is to avoid running the engine in an underloaded region, such as where it is not allowed to ensure vehicle starting (dcollage).
According to an embodiment, the deciding step for determining the load limit is implemented according to the following formula:
Lim_ChC＝MAX(S_min；MIN(Del_max；MAX(Del_min；C2)))
wherein:
c2 is the load limit based on the first impact,
del _ min is the minimum amount of load reduction that can be implemented,
del max is the maximum load reduction that can be implemented,
s _ min is the minimum allowable load threshold.
MIN is a function that selects the minimum of two values,
MAX is a function that selects the maximum of the two values.
The invention also relates to an engine computer comprising a memory storing software instructions to implement the method of controlling the combustion of a heat engine as defined above.
The invention also relates to a heat engine comprising such an engine computer.
The invention also relates to a vehicle equipped with such an engine.
Drawings
The invention will be better understood by reading the following description and examining the appended drawings. The figures are given for illustrative purposes and do not limit the invention.
FIG. 1 is a functional schematic of a system implementing different types of actions to overcome "booming" type abnormal combustion according to the present invention;
fig. 2 is a schematic diagram of the steps of the control method according to the invention, which allows obtaining an immediate load reduction of the heat engine after detection of a "rumble" impact;
FIG. 3 is a schematic diagram of a modified implementation of the heat engine immediate load limiting method according to the present invention;
FIG. 4 shows in a speed/load plan a graph illustrating a basic implementation of the instant load limiting method according to the present invention;
fig. 5 to 8 show in a speed/load diagram curves illustrating the situation in which the basic implementation of the instantaneous load limiting method according to the invention has a disadvantage;
fig. 9 to 16 show in a speed/load plan a diagram illustrating a situation in which the improved implementation of the load limiting method according to the invention overcomes the disadvantages of fig. 5 to 8.
Detailed Description
Fig. 1 shows, in a functional way, a system 10 implementing a method of controlling the combustion of a heat engine that may be equipped with a vehicle, which allows to deal with a phenomenon known as "booming", in which the air/fuel mixture is ignited at a position different from that triggered by a commanded spark plug. The mixture may ignite before or after the spark plug sparks (hence the term "rumble" delay).
The "booming" generates vibrations, which in the following description are referred to as "booming" impacts 101, which are associated with dull noise in the combustion chamber that is inconvenient for the driver and has a high risk of engine damage. The frequency of these vibrations is between 600 and 1200 Hz. These vibrations are transmitted from the combustion chamber up to the connecting rod and crankshaft (unlike knocking, whose vibrations between 5000Hz and 15000Hz stay only in the combustion chamber).
The "muffling" phenomenon generally occurs in the engine speed region between 1000 and 3000 revolutions per minute and in the case of high air filling, for example, after actuation of the turbocharger.
The "rumble" impact 101 is detected by a sensor 100 mounted on the engine block. The sensor 100 is also used to detect engine knock. Of the actions that can be implemented, a preventive type of action 104 that consists in avoiding the occurrence of "rumbling" is distinguished from a corrective type of action 102,103 that consists in processing "rumbling" after it has occurred.
The preventive action 104 consists in limiting the engine load Lim Ch, in particular according to the fouling level of the combustion chamber.
In the corrective type of actions 102,103, all corrective actions 102, called instantaneous, are distinguished from all corrective actions 103 carried out on a driving cycle (in english "driving cycle") corresponding to a series of one or more successive rollings without reinitializing the engine computer. For an immediate corrective action 102, the time scale, particularly the duration of monitoring before activating the corrective action 102, is very short, on the order of several top dead centers (or PMHs) or even a few seconds. For corrective action 103 to be implemented over a driving cycle, the time scale, and in particular the duration of monitoring before activating corrective action 103, is longer than the immediate corrective action 102, on the order of a few minutes.
Remedial actions 102,103 may include load limiting, allowing the engine to return to a filled operating point (several fill points at full atmospheric load) that is not conducive to "rumble". The driver's perception goes from almost zero perception to significant performance loss. In the case of corrective action 103 implemented in the driving cycle, the load limit Lim _ ChR is temporarily applied when the cause of "booming" is reversible (e.g. in the case of combustion chamber fouling), or Lim _ Chl is permanently applied when the cause of "booming" is irreversible (e.g. when engine parts are damaged). In the case of an immediate corrective action 102, the current load limit Lim _ ChC is then configured to produce a rapid effect with the level of restriction reasonably required to eliminate "rumble". For this purpose, the load reduction Lim _ ChC is determined from an equiprobable curve using "rumble" occurrences.
Activating a specific fuel-rich R _ Spe allows cooling of the air/fuel mixture. In effect, fuel is added to the air/fuel mixture to cool the mixture in accordance with the new enrichment setting. This has the effect of improving the thermal conditions in the combustion chamber to reduce the risk of "booming". This action R _ Spe, which can be implemented quickly, has no feel to the driver, except for a small increase in fuel consumption.
The modification of the injection schedule R _ Inj associated with a particular advance adjustment allows sufficient fuel to be injected into the cylinder to allow mixing with air without risk of auto-ignition. Thus, a portion of the amount of fuel to be injected is injected during the engine cycle during the intake phase and the remainder of the amount of fuel to be injected is injected during the combustion phase. This action R _ Inj has no effect on the driver.
The injection interruption C _ Inj allows interruption of fuel to reach the inside of the combustion chamber of the cylinder where "booming" occurs. The combustion is no longer complete and the "booming" ceases. This action C _ Inj is a result of the feel of the sudden interruption for the driver and is therefore generally used as a last resort.
The method 106 allows limiting the engine load according to the maximum spark advance efficiency or maximum spark advance variation, labeled Lim _ Low in both cases, to minimize the risk of knock and muffled sound while taking into account the octane number of the fuel. The method 106 also allows for implementing knock limits Lim Cli.
The present invention proposes a method for instantly reducing Lim _ ChC and protecting the heat engine from the "rumble" phenomenon for the current load implemented by the system 10. The immediate reduction Lim _ ChC of the current load is one of the first corrective measures before the injection interruption C _ Inj.
The current method of immediate load reduction Lim _ ChC is based on the concept of an equiprobable curve C1 for the occurrence of a "rumble" impact 101 in a speed/load diagram (where R denotes the speed and Ch denotes the load-see fig. 4). By locating the speed/load point P utilized at the first "rumble" impact 101, a load limit is applied that is consistent with the equal probability curve C1 for that "rumble". Its action is immediate and the level of load limiting is only needed properly for eliminating "rumble". Below curve C1, the probability of "rumble" occurring is zero or very close to zero (less than 5%). This depends on the way this curve C1 is calibrated and therefore on the acceptability of the occurrence of "rumble".
More specifically, as shown in fig. 2, a curve C1 of the "booming" occurrence probability of Cal _ C1 is calculated by a mapping function of the engine speed R. When the sensor 100 counts a first "rumble" impact 101, a "rumble" manager, for example integrated in the engine computer, sends a recorded command Enr _ P for the speed/load point P. The applicable load limit Lim _ ChC is then calculated via the module Cal _ C2 by a translation of the equiprobable curve C1 of "booming" occurrences with respect to the recorded rotational speed/load point P. Thus, the load limit curve C2 (see fig. 4) is obtained. A parametrizable safety margin is applied and the calculation of this margin is effected by a mapping function of the engine speed R.
When the nth "rumble" impact 101 occurs, the "rumble" manager sends an application instruction of the load limit Lim _ ChC. There may be a time delay between sending the application instructions and implementing the action. The time delay is parametrizable and may be zero. When the "rumble" manager sends an instruction to cancel the load limit Lim _ ChC, the maximum load level will return to its nominal level in a progressive manner, for example according to a linear slope. There may be a time delay between the launch of the cancel instruction and the implementation of the cancel, and the parameterable time delay may be zero.
Therefore, this control method allows rapidity of intervention, since the load limit Lim _ ChC intervenes from the first "booming" impact 101. The effect is instantaneous or almost instantaneous with a short time delay. The load limit level is based on the first "booming" impact 101 detected, which corresponds to the actual condition of the engine and is not parameterized in an overly safe way.
The embodiment mode of the method according to fig. 2 and 4 operates correctly when a "booming" occurs in the case of an average acceleration of the heat engine. However, the aforementioned method has a disadvantage in the case of little or no acceleration, in the case of a load drop (for example, a cliff (de col) drop) when the revolution R climbs, or in the case of a very large acceleration.
Therefore, when the variation of the load Ch over the range of the considered rotation speed R is smaller than the variation of the equal probability curve C1 of the occurrence of "booming" over the range of the same rotation speed R, the obtained load limitation curve C2 does not allow to prohibit the driver from returning into the region of potential "booming". In fact, as shown in fig. 5, the 3 rd and 4 th "booming" hits, indicated with stars, are located in areas where the utilization of load limitation is not forbidden.
As shown in fig. 6, when the load Ch falls during the climb of the revolution speed R, the nth "rumble" impact 101 is in a region less than the first impact load of the calculation reference Cal _ C2 representing the load limit curve C2. Therefore, the load limit Lim _ ChC is systematically located above these operating points where "booming" occurs, and the engine is not prohibited from utilizing the potential "booming" region.
As shown in fig. 7, the nth "rumble" impact 101 is in a very distant region from the load limiting curve C2 when the load Ch increases very strongly during the climb of the speed R. When the load limit Lim _ ChC request is issued by the rumble manager, the load reduction is too large (for the driver's feeling).
As shown in fig. 8, when the load Ch is very low when a load reduction is requested, the nth "rumble" strike 101 may be in a region very close to the minimum allowable load. The load limit Lim _ ChC thereafter causes the load to be lower than the minimum allowable level. This minimum load allows, for example, ensuring that the vehicle starts when stopped.
For this reason, the calculation of the load limit Lim _ ChC is based not only on the rotational speed/load point P at the time of the first "booming" impact 101, but also on the current point at which the "booming" manager requests an application load reduction Lim ChC.
The introduction of a new function in the method of the current load immediate reduction Lim _ ChC allows a consistent calculation of the applicable load limit Lim ChC in order to protect the heat engine during all its life phases. For the above mentioned cases, the method of immediate reduction of Lim _ ChC of the current load implemented by the improved control method also comprises a series of functions, all of which ensure the management of the load limit during all the life phases of the heat engine. To this end, determining the applicable load limit Lim _ ChC, based on the graph of fig. 3, comprises:
a step of calculating the base load limit Cal _ C2 as a function of the equal probability curve C1 of the occurrence of an impact translated with respect to the rotation speed/load point P of the occurrence of a first impact,
a step of calculating the minimum load reduction Cal _ min that can be implemented,
a step of calculating the maximum load reduction Cal _ max that can be implemented,
-a step of calculating the minimum allowable load Cal _ S _ min, and
-a step of deciding between a previously calculated minimum allowable load and a minimum and maximum load reduction.
In the case of a calculation of the implementable minimum load reduction Cal _ min, a minimum load reduction Del _ min is introduced, which should implement the method when an application load limit Lim _ ChC is requested by the "rumble" manager. The presence of this minimum amount Del min forces the load limit to be lower than the load limit implemented when the application is requested. This is useful in the case of loads that increase in a weak or zero variation or that drop during the climb of the rpm R. In these cases, as previously described, the load limit based on the first "rumble" strike 101 will be greater than the load implemented when the application is requested. Therefore, the load reduction amount Del _ min is negative (because of the direction along which the load rises). Therefore, the maximum value between the load reduction amount Del _ Pre and the minimum load reduction amount Del _ min toward the load limit C2 based on the first "booming" impact 101, which is the minimum load reduction amount Del _ min in this case as shown in fig. 9, is considered.
In the nominal case of an intermediate load increase during the climb of the revolution R, the maximum value is always towards the load reduction Del _ Pre based on the load limit C2 of the first "rumble" impact 101, as shown in fig. 10. This part of the method can be suppressed by calibration. The minimum amount Del _ min is calculated by a map indexed by the engine speed R.
In the case of calculating the implementable maximum load reduction Cal _ max, the implementable maximum load reduction Del _ max is introduced, which can implement the method when the application load limit Lim _ ChC is requested by the "rumble" manager. In fact, for licensing reasons, it is not allowed to reduce the load too much. This is very useful in the case where the load is strongly increased during the climb of the engine speed R. Consider the maximum value between the load reduction amount Del _ Pre and the maximum load reduction amount Del _ max toward the load limit C2 based on the first "booming" impact 101, which is the maximum load reduction amount Del _ max in this case as shown in fig. 11.
In the nominal case of an intermediate load increase during the climb of the revolution R, the minimum value is always towards the load reduction Del _ Pre of the load limit C2 based on the first "rumble" impact 101, as shown in fig. 12. Furthermore, this part of the method may be suppressed by calibration and the maximum amount Del _ max is calculated by a map indexed by the engine speed R.
In the case of calculating the minimum allowable load Cal _ S _ min, a threshold value S _ min is introduced below which it is not possible to reduce to avoid entering the underloaded area (for example for start-up). The threshold value S _ min is calculated by a map indexed by the engine speed R.
The division between the aforementioned load limit curve C2, maximum load reduction Del _ max, minimum load reduction Del _ min and minimum allowable load Cal _ S _ min allows to determine the load limit Lim _ ChC applied to the heat engine. Therefore, the load limit Lim _ ChC is determined according to the following formula:
Lim_ChC＝MAX(S_min；MIN(Del_max；MAX(Del_min；C2)))
wherein:
c2 is the load limit based on the first impact,
del _ min is the minimum amount of load reduction that can be implemented,
del max is the maximum load reduction that can be implemented,
s _ min is the minimum allowable load threshold.
MIN is a function that selects the minimum of two values,
MAX is a function that selects the maximum of the two values.
This severing allows the engine to be protected during all life phases. Thus, as shown in fig. 13, in the nominal case, the curve C2 based on the first "rumble" impact 101 is applied, and as clearly visible in fig. 14 and 15, in the case of a load increase or decrease in a faint/zero variation, the curve of the minimum amount Del _ min is applied. Furthermore, as is clear from fig. 16, in the case of a strong increase in load, a curve of the maximum amount Del _ max is applied.
Claims (9)
1. A method of controlling combustion in a heat engine, the method comprising:
-a step of detecting abnormal combustion of vibrations, called "hits" (101), generated in the cylinder, said vibrations having a frequency comprised between 600Hz and 1200Hz,
-a step of calculating a load limit (Lim _ ChC) in a speed/load plan from an equal probability curve (C1) of the occurrence of an impact after said detection, the curve being calibrated so that the probability of the occurrence of an impact is zero or very close to zero, said step of calculating a load limit (Lim _ ChC) comprising:
-a step (Cal _ C2) of calculating a base load limit from an equiprobable curve (C1) of the occurrence of impacts translated with respect to the rotation speed/load point (P) of the occurrence of the first impact,
a step of calculating the minimum load reduction that can be implemented (Cal _ min),
-a step of calculating the maximum load reduction that can be implemented (Cal _ max),
-a step of calculating the minimum allowable load (Cal _ S _ min), and
-a step of deciding between the minimum allowable load and the minimum and maximum load reductions calculated previously, and
-applying the load limit (Lim _ ChC) to operate the heat engine at an operating point in the speed/load plan that minimizes the risk of the impact occurring.
2. The method of claim 1, wherein:
-performing said step of calculating said load limit when a first impact (101) occurs, an
-carrying out said step of applying said load limit according to a translation of said equiprobability curve (C1) with respect to a rotation speed/load point (P) corresponding to said first impact detected after N impacts have been detected.
3. Method according to claim 1, characterized in that said step of calculating the minimum load reduction that can be implemented (Cal _ min) forces said load limit (Lim _ ChC) to be smaller than the load that is achieved when requesting the application of said load limit (Lim _ ChC).
4. Method according to claim 1, characterized in that said step of calculating the maximum load reduction that can be implemented (Cal _ max) consists in: determining a maximum amount of load reduction variation that cannot be exceeded when requesting the application of the load limit (Lim _ ChC) for comfort reasons.
5. A method according to claim 1, characterized in that said step of calculating the minimum allowable load (Cal _ S _ min) consists in introducing a minimum allowable load threshold (S _ min) below which it is not possible to fall.
6. Method according to any one of claims 1 to 5, characterized in that said deciding step for determining said load limit (Lim _ ChC) is implemented according to the following formula:
Lim_ChC＝MAX(S_min；MIN(Del_max；MAX(Del_min；C2)))
wherein:
c2 is the load limit based on the first impact,
del _ min is the minimum amount of load reduction that can be implemented,
del max is the maximum load reduction that can be implemented,
s min is the minimum allowable load threshold,
MIN is a function that selects the minimum of two values,
MAX is a function that selects the maximum of the two values.
7. An engine computer comprising a memory storing software instructions to implement a method of controlling combustion of a heat engine according to any one of claims 1 to 6.
8. A heat engine comprising the engine computer of claim 7.
9. A vehicle equipped with a heat engine according to claim 8.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| FR1651621 | 2016-02-26 | ||
| FR1651621A FR3048263B1 (en) | 2016-02-26 | 2016-02-26 | METHOD FOR CONTROLLING THE COMBUSTION OF A THERMAL ENGINE BY AN IMMEDIATE LOAD DROP METHOD |
| PCT/FR2017/050157 WO2017144789A1 (en) | 2016-02-26 | 2017-01-25 | Method for controlling the combustion of a combustion engine by way of an immediate load reduction method |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN108699986A CN108699986A (en) | 2018-10-23 |
| CN108699986B true CN108699986B (en) | 2021-07-23 |
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| CN201780012965.4A Active CN108699986B (en) | 2016-02-26 | 2017-01-25 | Method for controlling combustion of a heat engine by means of an immediate load reduction |
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| Country | Link |
|---|---|
| EP (1) | EP3420213B1 (en) |
| CN (1) | CN108699986B (en) |
| FR (1) | FR3048263B1 (en) |
| WO (1) | WO2017144789A1 (en) |
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| CN111810302B (en) * | 2020-07-01 | 2021-11-12 | 东风汽车集团有限公司 | Method for determining maximum output torque of gasoline engine |
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| FR2936017B1 (en) * | 2008-09-18 | 2015-09-04 | Inst Francais Du Petrole | METHOD FOR CONTROLLING THE COMBUSTION OF A CARBIDE MIXTURE FOR AN INTERNAL COMBUSTION ENGINE WITH A CONTROLLED IGNITION, IN PARTICULAR FOR A SUPER-POWERED ENGINE |
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- 2017-01-25 WO PCT/FR2017/050157 patent/WO2017144789A1/en active Application Filing
- 2017-01-25 CN CN201780012965.4A patent/CN108699986B/en active Active
- 2017-01-25 EP EP17706569.5A patent/EP3420213B1/en active Active
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| FR2942006A1 (en) * | 2009-02-11 | 2010-08-13 | Peugeot Citroen Automobiles Sa | Ignition advance adjusting method for internal combustion engine, involves determining current advance by decrementing ignition advance of step when chattering event is detected, where step is less than or equal to crankshaft angle |
| CN102207040A (en) * | 2010-03-31 | 2011-10-05 | 马自达汽车株式会社 | Abnormal combustion detection method for spark-ignition engine, and spark-ignition engine |
| CN104254682A (en) * | 2012-04-26 | 2014-12-31 | 日立汽车系统株式会社 | Engine control device |
| JP2015042861A (en) * | 2013-08-26 | 2015-03-05 | 大阪瓦斯株式会社 | Power generation system abd its control method |
| CN104696089A (en) * | 2013-12-05 | 2015-06-10 | 福特环球技术公司 | Method and system for pre-ignition control |
Also Published As
| Publication number | Publication date |
|---|---|
| FR3048263A1 (en) | 2017-09-01 |
| FR3048263B1 (en) | 2018-03-16 |
| CN108699986A (en) | 2018-10-23 |
| WO2017144789A1 (en) | 2017-08-31 |
| EP3420213A1 (en) | 2019-01-02 |
| EP3420213B1 (en) | 2020-01-01 |
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